Manifold for internal-combustion engines



Jan. 6. 1925. 1,522,296 T. L. GLAZEBROOK MANIFOLD FOR INTERNAL COMBUSTION ENGINES Filed April 17, 1922 ffy tar

THOMAS L. GLAZEBBOOK, OF Iv'IINNEAlOLIS, IEINNESIJTA, ASSIGNO'B T0 MULLLIPLEX IVIANUFACTURING C0., INCH, MINNESOTA.

0F MINNEAPOLES, MINNESOTA, A CORPORATION OF MANIFOLD FOB INTERNAL-COMBUSTION ENGINES.

Application filed April 17, 1922.

To all whom it may concern:

Be it known that I, THOMAS L. GLAZE- enoox, a citizen of the United States, residing at Minneapolis, in the county of Hennepin and State of Minnesota, have invented certain new and useful improvements in Manifolds for Internal-Combustion Engines; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to internal combustion engines and has for its object to provide a simple and highly efiicient combined intake and exhaust manifold therefor. Generally stated, the invention consists of the novel construction, arrangement and combinations of parts hereinafter described and defined in the claims.

This combined manifold is made as an integral casting and is applicable to an internal. combustionengine to take the place both of the customary'intake manifold and exhaust manifold.

The manifold is adapted for application to various different kindsof internal combustion engines, but in the accompanying drawings, wherein like characters indicate like parts throughout the several views, it is shown as designed for application to internal combustion engines used in Ford automobiles.

Referring to the drawings:

Fig. 1 is a side elevation showing the manifold with some parts broken away and in connection with a carburetor and an engine, the latter being indicated in part only and by dotted lines;

Fig. 2 is a plan View of the manifold, some parts being broken away;

Fig. 3 is a vertical section taken on the line 3-3 of Fig. 2, some parts being in full; and

Fig. 4 is a vertical section taken on the line 44. of Fig. 2.

The cylinder casting of the engine is in dicated diagrammatically in Fig. 1 and is.

designated by the numeral 5. An ordinary or any suitable carburetor is indicated by the numeral 5*. As a feature of this invention, I employ a duplex exhaust manifold 6 made up of upper and lower tubes connected at their ends, and at one end of the mani- Serial No. 553,873.

fold having a neck 7 for connection to the exhaust pipe, not shown. This duplex exhaust manifold has the four customary aligned exhaust ports 8 for connection to the exhaust ports of the cylinder casting 5(The outside exhaust ports 8 are opened directly into the end portions of the manifold tube 6, but the inside or. intermediate exhaust ports 8 are formed in bosses or flanges located midway between the upper'and lower tubes of said exhaust manifold but directly connected both to the upper and lower tubes thereof.

The intake manifold, which is cast intogral with the exhaust manifold, comprises a vapor intake tube 9 and a manifold. tube .10. The intake tube 9, at its contracted lower end, is connected to and leads from the carburetor 5 and, at its expanded upper end, is formed with an expansion chamber 11, (see particularly Fig. 3), one wall of which is formed in part by the adjacent walls of the upper and lower tubes of the exhaust manifold. 6. The tube 10 leads in opposite directions from the expansion chamber 11 and its ends are curved inward and extended through the space between the upper and lower tubes of the exhaust manifold and terminate in intake ports 12 that are spaced for registration with the two intake ports of the cylinder casting 5. It is, of course, un-

derstood that the two intake ports of the cylinder casting 5 are, in practice, divided, each leading to two cylinders of the four cylinder engine. Also, it will be noted that all of the ports 8 and 12 are positioned on a straight line midway between the upper and lower tubes of the exhaust manifold. It will also be observed that the end portions of the intake tube 10 are cast integral-with the exhaust manifold and are in contact with the Walls of said manifold. The body of the tube 10 is offset from the exhaust manifold so as to leave air-circulating passages at 13, and it should further be observed that between the ports 8, 12 and 8, from ends of the manifold inward, there are aircirculating passages 14: which further aiford passages through which may be freely passed nutequipped studs 15 anchored on the cylinder casting and provided with clamping bars 16 for securely holding the combined manifold in working position.

The intake tube or neck 9 is provided with internal baffle lugs or ear-like projections 17 cast integral therewith and staggered in respect toeach other. It is important to note that these battle lugs project from opposite sides of the intake tube 9, are spaced from the walls thereof and are staggered in two directions, towit: in the vertical plane of the manifold tube 6, as shown in Fig. 1, and in a vertical plane at right angles to the first noted plane, as shown in Fig. 3. This manner of staggering the lugs and overlapping the same, causes the vapor as it passes from the carburetor to take a sort of double zigzag line of travel that insures a very thorough commingling of the air and vapor drawn in from the carburetor.

At the lower portion of the expansion damper 11 there is an inwardly and upwardly oblique deflecting flange 18 that di rects the explosive vapor directly against the lower tube 6 of the manifold, and within said expansion damper 11 just above the deflecting flange 18 is a second oblique deflecting flange 19 that directs the explosive vapor directly against the upper tube of said manifold, and causes the vapor to make a quite short turn on its way to the tube 10.

In practice, it has been found that the best results and highest efliciency can be attained only'when the vaporization of the hydro-carbon is complete, and that a quite high degree of temperature is required to produce this result. However, the temperature must not too closely approach the flashing point of the hydro-carbon vapor; this would cause pre-ignition or premature explosions. It has also been found that repeated heating and expansion of the hydro carbon vapor, with intervening periods of slight reductions in temperature, will affect the best kind of vaporization without approaching too closely to the flashing point.

My improved manifold is designed to accomplish the above noted desirable results. As the hydro-carbon vapor comes fromthe carburetor and passes into the intake tube '9, as already stated, it will be caused to'take double Zigzag movements and insures thorough commingling of the air and hydro-carbon, and a complete vaporization of the latter. In passing into the expansion chamber 11 the hydro-carbon vapor is permitted to expand and will, as also already stated, be directed against both the lower and upper hot tubes of the exhaust manifold 5, at points or spots marked a and a on Fig. 3, and hence will be almost instantly heated and further expanded.

This combined intake and exhaust manifold made as an integral casting may be produced at comparatively small cost and is highly eflicient for the purposes had in view.

What I claim is:

1. A manifold for explosive engines comprising a duplex exhaust tube formed by upper and lower tubes connected at their ends to form an endless exhaust passageway and having longitudinally spaced exhaust receiving ports located between its upper and lower tubes but directly communicating with each tube, said exhaust tube having at one end a neck with which said upper and lower tube have connection, a fuel intake tube with an expansion chamber formed in part by the walls of said duplex tube, branch intake tubes leading in opposite directions from said expansion chamber and spaced from said manifold tube but having end portions leading to ports formed in part by the lower wall of the upper duplex and the upper wall of the lower duplex tube.

2. A manifold for explosive engines comprising a duplex exhaust tube formed with upper and lower tubes connected at their ends to form an endless exhaust passageway and having longitudinally spaced exhaust receiving ports located between its upper and lower tubes and in" direct communication with each tube, said exhaust tube having at one end a neck with which said upper and lower tube have connection, a fuel intake tube having an expansion chamber cast integral with the walls of said duplex tube and projecting laterally therefrom and formed in part by the outer walls of said duplex tube, branch intake tubes outwardly offset from said duplex tube, extending from apposite sides of said expansion chamber and having inturned ends cast integral with said duplex tube and formed in part by the lower walls of the upper tube and the upper walls of the lower tube of said duplex exhaust tube, one end of the latter being extended for connection to an exhaust pipe.

The structure defined in claim 1 in which said expansion chamber is provided with deflecting flanges arranged to deflect the vapor directly against'the hot walls of said upper and lower tubes.

l; The structure defined in claim 2 in which said expansion chamber is provided with internal deflecting means arranged to direct the vapor against'the hot walls of said upper and lower tubes, the points of connection/to said branch vapor pipes to said expansion chamber being laterally outward from said deflecting means.

In testimony whereof I aflix my signature.

THOMAS L. enaznnaoox. 

